Method for prediction and control of tire uniformity parameters from crown thickness variation

Active Publication Date: 2013-09-26
MICHELIN & CO CIE GEN DES ESTAB MICHELIN
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Benefits of technology

[0010]In view of the recognized features encountered in the prior art and addressed by the present subject matter, improved methodology has been provided to electronicall

Problems solved by technology

Conventional tire building methods unfortunately have many opportunities for producing non-uniformities in tires.
During rotation of the tires, non-uniformities present in the tire structure produce periodically-varying forces at the wheel axis.
Tire non-uniformities are important when these force variations are transmitted as noticeable vibrations to the vehicle and vehicle occupants.
Many different factors can contribute to the presence of non-uniformities in tires, even when the tires are built under seemingly identical process conditions.
Direct measurement of tire HSU parameters, including HSRFV, however, has been difficult and quite costly, making industrial control rather difficult.
These correlations have ranged on a continuum from purely phenomenological to purely statistical in n

Method used

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  • Method for prediction and control of tire uniformity parameters from crown thickness variation
  • Method for prediction and control of tire uniformity parameters from crown thickness variation
  • Method for prediction and control of tire uniformity parameters from crown thickness variation

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first embodiment

[0045]In step 402, the crown thickness variation is measured for a tire built in accordance with a single stage process. In this exemplary process, a carcass is made on a confection drum, and is thus initially formed as a cylinder. The carcass is then loaded onto a finishing drum and inflated. The steel belts and tread are applied directly to the inflated carcass and a “green” tire is born. This “green” tire, also sometimes referred to in the literature as a “cover” or “bandage,” represents the production tire before the curing process. In further accordance with a single stage manufacturing process, it should be appreciated that it may not be feasible to measure the crown thickness variation directly. Instead, the thickness variation or false round of the initial carcass can be measured along with the thickness variation or false round of the green tire. The crown thickness variation can then be determined via subtraction or regression of the measured carcass and green tire values....

second embodiment

[0046]In step 402, the crown thickness variation is measured for a tire built in accordance with a two stage process, which is often a more conventional form of tire production. Some examples of a two-stage process involve similar formation of a tire carcass on a confection drum. As with the single stage process, the carcass is subsequently loaded onto a finishing drum and inflated. In other examples, the confection and the finishing drum can be one in the same, such that the carcass is ultimately built, inflated and finished all on the same drum. In each of these options, however, instead of applying the crown products directly to the inflated carcass, the crown products are first assembled as a crown package on an intermediate formation drum, and the crown package is transferred to the inflated carcass. In this formation option, the crown thickness variation would be measured while the crown package is still on the intermediate formation drum.

third embodiment

[0047]In step 402, the crown thickness variation is measured for a tire built in accordance with a variation of the above-described two stage processes. In such example, a tire carcass is built on a confection drum, and is then transferred to a finishing drum and inflated. As in the single stage process, the steel belts are laid directly on the carcass. The tread, however, is laid on an intermediate formation drum before being transferred to the finishing drum. Crown thickness variation is measured for the tread while it is on the intermediate formation drum. As such, in this third exemplary embodiment, the crown thickness variation corresponds to a measure of the tread thickness level.

[0048]In a fourth exemplary embodiment of step 402, all tire products are laid on a solid core that has the shape of a finished tire. The thickness variation of the final tire product can be measured after completion of the green tire before curing. Such measurement can be compared with subtraction or...

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Abstract

Improved and more easily implemented methods for predicting uniformity parameters such as uneven mass distribution, radial run out and high speed radial force variation utilize other measurements such as the tire crown thickness variation. When high speed radial force variation is calculated, low speed radial force variation is also measured. Tire crown thickness variation can be measured in different fashions depending on the particular tire manufacturing process employed. By electronically determining resultant uniformity parameters, tires can be improved by rectification to address the uniformity levels. In addition, tire manufacturing can be improved by altering the resultant location of tire crown thickness variation relative to other aspects of the tire and/or tire manufacturing process.

Description

FIELD OF THE INVENTION[0001]The present subject matter generally concerns technology for using crown thickness variation measurements to characterize different harmonic components of tire uniformity performance parameters, such as radial run out, uneven mass distribution and high speed radial force variation. Characterization and prediction of such tire uniformity parameters and others may be used subsequently to characterize or correct manufactured products and / or to improve manufacturing aspects thereof.BACKGROUND OF THE INVENTION[0002]Tire non-uniformity relates to the symmetry (or lack of symmetry) relative to the tire's axis of rotation in mass, geometric or stiffness characteristics. Conventional tire building methods unfortunately have many opportunities for producing non-uniformities in tires. During rotation of the tires, non-uniformities present in the tire structure produce periodically-varying forces at the wheel axis. Tire non-uniformities are important when these force...

Claims

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Application Information

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IPC IPC(8): G01B21/20G05B15/02
CPCG01M17/02G05B15/02G01B21/20
Inventor FLAMENT, JULIEN MATTHIEUNICHOLSON, VERNER STEVETHOMAS, ANTON FELIPETRAYLOR, JAMES MICHAEL
Owner MICHELIN & CO CIE GEN DES ESTAB MICHELIN
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